Electronic Brake by Wire

Transcription

1 Electronic Brake by Wire Angelo Grasso, Wabtec Martin Deuter, Knorr Bremse Ugo Prosdocimi, Eletech CONNECTA has received funding from the European Union s Horizon 2020 research and innovation programme under agreement No: Safe4RAIL has received funding from the Shift2Rail Joint Undertaking under grant agreement No: This Joint Undertaking receives support from the European Union s Horizon 2020 research and innovation programme.

2 Why? Brake by Wire Today With Brake by Wire Train brakes control largely based on mixed pneumatic electrical technologies Train brakes control and communication based on safe electronic technologies Emergency Brake based on pneumatic command and safety loop control EB part of an electronic system able to work with safety requirements up to SIL4 Braking distances limited by pneumatic components behaviour Electronic improves brake efficiency, reduces braking distances and increase railway traffic capacity Different subsystems for different brakes functionalities (EB, ES, PB, WSP..) Integrated controller able to manage all the main brakes functionalities Different brake parts Optimisation, reducing the number of sophisticated pneumatic components. Improving overall LCC Custom solutions to interface brakes and train technical systems IMP to support safety system integration between brake and technical systems 165

3 WP5 Achievements Reduce Complexity Reduce Complexity Improve Brake Performance (accuracy) Using High SIL Electronic From Conventional To Future Task 1 Architecture 166

4 High Safety Electronic pressure control, used to implement Electric Brake in Service and Emergency with integrated WSP: Advantages: 1. Improvement of the cylinder EB pressure output accuracy. 2. Simplification of train wiring & piping 3. Regulate emergency brake effort based on actual speed in a continuous way. 4. Simplification & scalability of brake system: possibility to use Electro Dynamic brake in Emergency 5. advantages LCC, noise reduction and energy saving. 167

5 Process Approach The conceptual organization of the technical activities is provided through a V-cycle tailoring the generic representation provided by the EN Functional model and Functional Requirements have been jointly defined by CTA & S4R Requirements taking care: TSI safety requirements Pre HAZARDs outputs Result: EDV Brake Function REQs & NG-TCN Communication Data 168

6 Safety Brake system Safety analysis performed jointly with S4R Inputs Brake System functional model and use cases Collection of the main hazardous scenario related to brake system Output List of Countermeasures to be applied in the System Design List of Application Conditions List of Safety Recommendations 169

7 LCC Analysis LCC costs reduction EMU project in operation - EDV architecture compared - EMU regional Equivalent components are identify EMU Nr. Cd. (14. 1) 2 (14. 2) 1 1 (05) (07) 1 (10) 1 (12) EDV Component Nr. Cd. Component Pressure Transducer 2 P_BC Transducer Pressure Transducer 2 P_Load Pressure Load Transducer 1 mvf 1 mvs 1 mvrr 1 RV Relay Valve 1 PnRg Pressure reducer Magnet Valve Relay Valve Pressure Reducer Magnet Valve Fill Magnet Valve Vent Magnet Valve Remote Release 170

8 LCC (II) From the LCC analysis, the EDV device allows to reduce the use of pneumatic components Preventive Maintenance 28% Reduction Off. Corrective Maintenance 27% Reduction Off. 171

9 EDV FT Architecture WP5 Competitive Design EDV Sub System Design: the activity will be finalized to development of a control board for the HIGH SIL system, identified as Electronic Distributor Valve (EDV). integration with NG_TCN proposed architecture embedded virtual A-Plane and BPlane for scheduled data traffic (TSN domains) Safety-End Device (e.g EDV) are connected to both planes 172

10 EDV FT Goal EDV FT hw architecture Safety requirements taking care of axle redundancy THR applicable target resilience to single fault not requested Architecutre is 2oo2 acting reactive failsafety as EN_50129 LCU1 is the main computation channel LCU2 is the checking channel. Interface to NG-TCN control is support by specific BCU I/O 173

11 KB EDV Architecture Low Voltage Power Main Pipe TCN EDV Electronic Control Unit E P R 1 14 E 11 E P E E P 11 5 P 16 P 10 R V 8 I 13 LO LO 13 f E P 10 8 I 9 CY 12 Electronic Distributor Valve EDV 4 CY f 9 12

12 Knorr-Bremse Goal Local Application Device LAD with CPU sub device for High Safety Level Architecture Technology: High Safety Level Electronic Architecture on SIL 3/4 Level for Brake Control LAD Application SW on SIL 3/4 Level NG TCN Communication to Brake Control Electronic Units SIL3/4 Assessment of the Local Application Device LAD

13 S4R Brake by Wire S4R Brake by Wire project goal define the requirements and the safety concept for a high safety (SIL4) Brake Electronic Control (EC) based on the IMP S4R Brake by Wire means system design down to electronic control fully integrated with train technical systems focused on the Emergency Brake as the highest safety demanding brake functionality (SIL4) 176

14 S4R Brake by Wire development covers : functional model of an advanced train brake system safety requirements added through an Hazard countermeasures definition System architectural development Electronic Control requirements, parted in: Analysis central control (Vehicle requirements propagated to IMP and train technical systems with safety Control Unit) local physical brakes i/o control (Remote Brake Control Unit) development executed : respecting railway standard EN50126 with : top down V process safety process Safety V&V Safety Indipendent Assesment 177

15 S4R Brake by Wire : requirements Project boundaries: Brake system Main functions Common functions SB EB Emergency Brake ADFB ( disk brake) Interface to other brake types subsystems and peripherals Communication PB Configuration EB Safety Diagnostic WP4 domain Braking force application functions ADFB AIFB ADDB AIDB Interfaces to train technical systems 178

16 S4R WP4 Brake by Wire : Requirements Leading consist Train architecture Consist local (ECN) and train backbone (ETB) networks Vehicle Control Unit Remote Control Units at axle/bogie level Led consist ETBN ETBN ETB CS CS CS ECN VCU VCU ED ED RBCU Ot her subsy st em s ED RBCU HMI RBCU ED RBCU Ot her subsy st em s CS ECN RBCU ED RBCU ED CS CS CS CS ETB ETBN CONSIST 1 VEHICLE CONTROL UNIT (VCU) ETBN CONSIST 3 CONSIST 2 DOORS VEHICLE CONTROL UNIT (VCU) DOORS Ot her TCMS Applicat ion DOORS ATO VEHICLE CONTROL UNIT (VCU) IM P ETB DRIVER HMI ETB ECN ETB ECN ECN DRIVER HMI SIGNALLING ENERGY RESERVOIR SIGNALLING BOGIE 1 REMOTE BRAKE CONTROL UNITS (RBCUs) REMOTE BRAKE CONTROL UNITS (RBCUs) REMOTE BRAKE CONTROL UNITS (RBCUs) REMOTE BRAKE CONTROL UNITS (RBCUs) REMOTE BRAKE CONTROL UNITS (RBCUs) REMOTE BRAKE CONTROL UNITS (RBCUs) TRACTION TRACTION TRACTION TRACTION TRACTION TRACTION BOGIE 2 BOGIE 3 BOGIE 4 BOGIE N-1 ENERGY RESERVOIR BOGIE N 179

17 S4R Brake by Wire : Requirements Central brake control (Vehicle Control Unit) : IMP high availability and SIL4 features coordinates differents type of brake requests : Service Brake, Parking Brake, Emergency Brake allows speed management aligned with the available brake capacity granting safety stopping distances automatically manages running capability manages single brake units isolation manages single brake units remote release manages train weight measure 180

18 S4R Brake by Wire : Local brake disk control (Remote Brake Control Unit RBCU) : Requirements remote i/o safety monitoring fuctionalities local pneumatic pressure loop control i/o interfaces parted on the base of safety functional indipendency needs IMP based controller REMOTE BRAKE CONTROL UNIT 1 SUPPLY VOLTAGE REGULATOR SENSOR SUPPLY REMOTE BRAKE CONTROL UNIT 2 SUPPLY VOLTAGE REGULATOR SENSOR SUPPLY SUPPLY DIAGNOSTICS VOLTAGE MONITOR & ON/OFF Logic SUPPLY DIAGNOSTICS VOLTAGE MONITOR & ON/OFF Logic PRESSURE GAUGE2 I/O SIGNAL I/O UNUSED I/O UNUSED I/O SIGNAL I/O SIGNAL I/O SIGNAL PRESSURE GAUGE1 LOAD GAUGE1 VCC ECN ADC IMP Controller LOAD GAUGE2 PRESSURISED RESERVOIR PRESSURE GAUGE ADC VCC DRIVE LOGIC I/O VALVE DIAGNOSTICS ECN IMP Controller DRIVE LOGIC I/O DRIVE LOGIC VALVE DIAGNOSTICS I/O VALVE DIAGNOSTICS DRIVE LOGIC VENT VALVE FILL VALVE I/O REMOTE RELEASE VALVE DIAGNOSTICS ISOLATING VALVE 181

19 S4R Brake by Wire : Safety Process Safety activities defined consistently with EN and EN Process planned Preliminary Hazard Analysis Risk Assessment FTA THR allocation Safety Requirements Verification & Validation Anomalies Management Hazard Logging Safety Assessment 182

20 S4R Brake by Wire : conclusion System developments based on this concept work will : be able to substitute with a SIL4 electronic control the pneumatic and electric control technologies deliver the innovative functionalities provided by the model jointly defined with Connecta allow full integration for the whole braking functionalities ask for the use of the IMP platform at its highest level of safety and availability features The work delivers a clear evidence for the need of a train integrated high safety control and communication platform as the IMP : the brake system, surely for the emergency brake function, is a SIL4 application distributed all along the train with the need to interface at the maximum safety level almost all the other train technical system the complexity of this task, since it involves the whole train control systems, seems affordable only if based a strong common safety platform 183